Rotary internal combustion engine

ABSTRACT

This application discloses an improved rotary internal combustion engine constructed to have its piston and combustion chamber rotate in the direction opposite to that of its crankshaft, in consequence whereof the engine fires every 90* of revolution, instead of 180*, and thus produces twice as many power impulses per revolution than can be produced by conventional rotary internal combustion engines. Such increased number of impulses is uniformly distributed around the operational periphery of the engine and produces extremely smooth and even running. Because of the improved construction of the engine, the sealing problem of its parts operating under pressure is greatly reduced, and the difficult machining problems such as those that are now plaguing conventional rotary internal combustion engines are eliminated. Since the nitrogen oxides constituting the most harmful and annoying atmosphere polluting element are produced after the ignition and while the ignited combustion charge is held in the engine cylinder, before exhaust, by decreasing the time of combustion, the production of such harmful nitrogen oxides is greatly decreased, producing a &#39;&#39;&#39;&#39;more clean engine&#39;&#39;&#39;&#39;. In addition, because of the decreased time of combustion and even distribution of an increased number of spark plugs around the operational periphery of the engine, the operating load on each spark plug is reduced to a minimum.

United States Patent 1191 Becker Dec. 24, 1974 ROTARY I INTERNAL COMBUSTION ENGINE [76] Inventor: Raymond M. Becker, P.O. Box 157,

Petoskey, Mich. 49770 [22] Filed: Aug. 29, 1972 [21] Appl. No.: 284,501

[52] US. Cl 123/44 C, 123/44 D, l23/8.45-

51 1111.01. F02b 57/06 58 Field of Search 123/s.45, 8.43, 8.07, 8.05, 123/43 R, 43 A, 43 AA, 43 B, 43 c, 44 R,

[56] References Cited UNITED STATES PATENTS 1,393,802 10/1921 Lupton 123/8.45 3,200,797 8/1965 Dillenberg l23/44-D 3,279,445 10/1966 Karol 123/44 D 3,289,655 12/1966 Franke 123/43 C 3,295,505 1/1967 Jordan l23/8.45 3,431,894 3/1969 Allred l23/8.45 3,477,415 11/1969 Wyssbrod 123/44 C I 3,491,728 l/l970 Ahlsten l23/8.45 X 3,521,533 7/1970 Avermaete 123/44 C Primary Examiner-Clarence R. Gordon Attorney, Agent, or FirmD. Edward Dolgorukov ABSTRACT This application discloses an improved rotary internal combustion engine constructed to have its piston and combustion chamber rotate in the direction opposite to that of its crankshaft, in consequence whereof the engine fires every 90 of revolution, instead of 180, and thus produces twice as many power impulses per revolution than can be produced by conventional r0- tary internal combustion engines. Such increased number of impulses is uniformly distributed around the operational periphery of the engine and produces extremely smooth and even running.

Because of the improved construction of the engine, the-sealing problem of its parts operating under pressure is greatly reduced, and the difficult machining problems such as those that are now plaguing conventional rotary internal combustion engines are eliminated. Since the nitrogen oxides constituting the most harmful and atmosphere polluting'element are produced after the ignition and while the ignited combustion charge is held in the engine cylinder, before exhaust, by decreasing the time of combustion, the production of such harmful nitrogen oxides is greatly decreased, producing a more clean engine",

In addition, because of the decreased time of combustion and even distribution of an increased number of spark plugs around the operational periphery of the engine, the operating load on each spark plug is reduced to a minimum.

29 Claims, 25 Drawing Figures annoying PATENTED [155241974 SHED t [If 9 PATENTED 2 4 74 sum 9 as 9 ROTARY INTERNAL COMBUSTION ENGINE This invention relates to rotary engines and has a particular reference to internal combustion rotary engines.

From the very beginning of design of engines, both steam engines and internal combustion engines, the efforts proceeded along the lines of designing such engines as reciprocating piston engines. As time went on it was realized more and more clearly that reciprocating piston engines are constructed on a faulty principle since the pistons of such engines start from rest, accelerate withina very short time to maximum speed, and then decelerate until they come to full rest. This continuous starting and stopping of the pistons creates many difficult problems, particularly at higher speeds, and therefore efforts to develop practical rotary engines as a substitute for reciprocating engines have begun early.

The process started with steam engines and at the present time has been almost completed. Steam turbines have now been developed to take place of reciprocating engines in almost every instance of practical applications, particularly in larger installations.

With the internal. combustion engines the process proved to be more difficult. Although correctness of the rotary principle is recognized also for internal combustion engines, solution of practical problems proved so difficult that no fully successful rotary internal combustion engine may be said to exist. However, strenuous efforts inthis direction continue.

One of the objects of the present invention is to provide an improved internal combustion rotary engine in which many of the difficulties and problems which plagued the old constructions are overcome and largely eliminated, and there is provided an improved rotary internal combustion engine having many advantages in practical application.

Another object of the present inventionis to provide an'improved rotary internal combustion engine which runs smoothly without abrupt starts and stops of the pistons, connecting rods, and other parts.

A further object of the invention is to provide an improved rotary intemal combustion engine in which twice as many power strokes per revolution as in conventional engines occur, thus producing smoother and l more quiet running.

A still further object of the present invention is to provide an improved rotary internal combustion engine which is of a smaller size and weight per unit of power developed than are reciprocating internal combustion engines and conventional rotary internal combustion engines.

A still further object of the invention is to provide an improved rotary internal combustion engine in which the sealing problem of its parts operating under pressure is greatly reduced. I

A still further object of the invention is to provide an improved rotary internal combustion engine having simple ignition and carburetion systems with conven-' tional parts.

A still further object of the invention is to provide an improved rotary'internal combustion engine in which removal of the exhaust gases is made more rapid and easy.

A still further object of the invention is to provide an improved rotary internal combustion engine in the manufacture of which difiicult machining problems,

such as are-now plaguing conventional rotary internal combustion'engines, are eliminated.

A still further object of the invention is to provide an improved rotary internal combustion engine in which power impulses are spaced evenly around the operational circumference of the engine and, therefore, the heating of the engine structure is even, providing possibilities of even cooling.

A still further object of the present invention is to provide an improved rotary internal combustion engine in which the power and exhaust stroke are completed in a much shorter time than in conventional engines, providing virtually no opportunity for nitrogen oxides to form and add to the pollution of the atmosphere upon being expelled.

A still further object of the invention is to provide an improved rotary internal combustion engine which because of having power impulses evenly'spaced around the periphery allows use of increased number of spark plugs, thus reduc'ng the operating load on each plug to a minimum.

Further objects and advantages of this invention will be apparent from the following description and appended claims, reference being had to the accompanying drawings forming a part of this specification, wherein like reference characters designate corresponding parts in the several views.

FIG. 1 is an exploded perspective view showing an internal combustion engine embodying the present invention.

FIG. 2 is a top view of a rotary internal combustion engine embodying the present invention.

FIG. 3 is a plan view of the exhaust manifold of the engine shown inFIG. 2.

FIG. 4 is a sectional view of a rotary internal combustion engine embodying the present invention.

- FIG. 5 is a sectional view taken in the direction of the arrows on the section line 55 of FIG. 4. I

'FIG. 6 is a sectional view taken inthe direction of the arrows on thesection line 6-6 of FIG. 5.

FIG. 7 is an enlarged view of the underside, of the ex haust manifold shown in FIG. 2, and illustrating the placement of the exhaust ports therein.

FIG. 8 is a perspective view of one of the segmental spacers used in one embodiment of the present invention.

FIG. 9 is a perspective view of the piston used in one' embodiment of the present invention.

FIG. 10 is an elevational view of a rotary internal combustion engine constructed in accordance with the present invention, showing the piston of said engine at the start of a revolution.

FIGS. 11-21 show the positions which the piston in the embodiment of the invention illustrated in FIG. 10 goes through during one revolution of the engine.

FIG. 22 is a partial sectional view of an embodiment of the present invention having two pistons and giving eight power strokes per revolution of the engine.

FIG. 23 is a view of the slave or driven piston used in the engine of FIG. 2, showing the slots in which the countershaft extensions of said engine fit to drive said piston.

FIG. 24 is a sectional view taken along the section line 24-24 of FIG. 22.

FIG. 25 (sheet 1) is a partial elevational view of an embodiment of the present invention showing a modified spacer construction.

It is to be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of other embodiments and of being practiced or carried out in various ways within the scope of the claims. Also, it is to be understood that the phraseology and terminology employed herein is for the purpose of description and not of limitation.

It should be understood that the present invention is not limited to any one particular type of rotary engine but is capable of being used in many types of such engines, such as diesel, two and four-cycle gasoline engines and others, and even engines not having pistons, so long as the crankshaft rotates in the direction opposite that of the power producing members. Also, in addition to putting multiple pistons in one combustion chamber, additional combustion chamber and piston assemblies are easily placed in line along the crankshaft to increase power output.

In addition, the construction disclosed herein, if driven externally by the crankshaft and so ported and valved that a liquid can enter and be expelled from the chambers, can be operated as a pump, giving the same impulses (and resultant even flow) around the perimeter that it gives in power strokes when used as an engme.

internal combustion engine embodying the present invention will be described in its one-piston and twopiston versions. j

It should be further understood that embodiments of the present invention using pistons to transmit power are not limited to one or two pistons, but any practicable number of pistons may be used, such as four or even five.

Referring to FIGS. 1-9, a circular housing generally designated by the numeral has provided in one end thereof an open ended cylindrical chamber generally designated by the numeral 11, having an interior circular surface 12 and a flat interior wall 18. Two segmental spacers, generally designated by the numeral 15 and having a flat portion 17 and side walls 19 are placed in the cylindrical chamber 11. Arcuate sealing surfaces 16 provided on each side wall 19 of the spacers 15 are adapted to be in running contact with the interior surface 12 of the chamber 11.

It can be seen that the flat bottom surfaces 17 of the t two spacers 15, together with the interior wall 18 of the cylindrical chamber 1 l, and the inner wall 21 of the exhaust manifold 22 will form, when assembled, a rectangular cylinder bore into which a piston generally designated by the numeral 23, having an upper end surface 24 and a lower end surface 25, can be-slidably fitted.

v To seal the piston within the-cylinder bore, a pair of interlocking L-shaped spacers 28 and 28a of rectangular cross section fit into each of the rectangular grooves 29 and 30 provided in either end of the piston 23. The L-shaped spacers 28 and 28a are pressed outwardly against the walls of the combustion chamber by wave Springs 31 which fit between the piston 23 and the spacers 28 and 28a. The piston 23 has a narrowed middle section 33 in which a slot 34 is provided which receives the crankpin 35 on the crankshaft 36.

A modified form of the spacer 15 is shown in FIG. 25, wherein an indented portion 20 is provided in the bot- For convenience of explanation, a two-cycle rotary tom surface 17 to more positively engage the countershaft extensions 45 and 46.

It can be seen that by virtue of the above construction the previously unitary combustion chamber is effectively divided into two combustion chambers by the piston 23, and that fuel can be ignited in either one of the combustion chambers. In this embodiment of the invention, as will be explained later, fuel is alternately ignited at either end of said piston 23, causing it to reciprocate between the fiat surfaces 17 of the segmental spacers 15. When the piston reciprocates in such a manner, it will tend to move the crankpin 35 of the crankshaft 36 along with it and thereby rotate said crankshaft. At the same time, due to the inherent nature of the construction, the piston will also tend to rotate around the crankpin 35, thereby rotating the spacers 15 and both combustion chambers along with it. In previous rotary engine designs the piston and combustion chamber were allowed to rotate in the same'direction as the crankshaft, which inherently limited the engine to one power stroke of the piston per 180 of revolution. t V

In a two-cycle rotary engine having only an intakecompression and a power-exhaust stroke, this meant that even using both sides of the piston, and igniting gaseous mixtures on each side thereof alternately, only two power strokes per revolution could be obtained.

.In Applicants invention, the piston and combustion chamber are'restrained to rotate in a direction opposite that of the crankshaft. Due to the mechanical advantage produced thereby, a power stroke of the piston takes only of revolution of the crankshaft rather than ,as previously. Thisv means that twice as many power strokes can be obtained per revolution of the engine. In the case of atwo-cycle rotary engine this means four power strokes per revolution, thereby cutting the power-to-weight ratio of the engine substantially in half and giving many advantages in operation, such as smaller size of the engine for a given horsepower, and others. The size advantage itself is of very great importance due to the strong concern in the art over air pollution caused by thepresent-day reciprocating internal combustion engine. A smaller size engine will give much more room in the engine compartment for all the devices needed ,to reduce emissions inherent in any internal combustion engine.

Also, since the oxides of nitrogen are the most difficult to eliminate and they are only produced while-the products of combustion are held within the combustion chamber during the power stroke, reducing the time for the power stroke'in half, will correspondingly cut by 50 per cent the oxides of nitrogen produced.

ensure insure that the crankshaft will rotate in the direction opposite the" piston and combustion chamber, near the end of the crankshaft opposite thecrankpin 35 isprovided a bevel gear 37. This bevel gear through a pair of idler gears 38 and 39 drives a countershaft 40 through a bevel gear 43 provided on one end thereof. The countershaft 40 is carried on the outside of the crankshaft 36 by bearings 44 and is retained in the housing 10 by bearings 44a. On the end of the countershaft 40 opposite that of the bevel gear 43 are two extensions 45 and 46. The extensions 45 and 46 are in contact with the flat inner surfaces 17 of the spacers 15.

It can be seen that by virtue of this construction when the crankshaft is rotated in one direction, by virtue bevel gear 43, the countershaft 40, and thereby the countershaft extensions 45 and 46, and the spacers 15, will be driven in a direction opposite the crankshaft. This insures that the crankshaft 36 rotates in the opposite direction of the piston 23.

The inherent advantage of having the piston and crankshaft rotating in opposite directions can best be seen by referring to the FIGS. -21 showing the different stages of operation of the engine which take place during one revolution of the crankshaft.

FIG. 10 shows the piston generally designated by the numeral 47 with one end 48 of said piston being at the top of its intake-compression stroke approximately at the moment when the number one spark plug 49 fires. At this time the other end 55 of the piston 47 is ready to start its intake-compression stroke, all of the exhaust having been purged through the exhaust port 41 and a fresh fuel mixture having been introduced through the intake port 42.

By virtue of the earlier explained construction, as

shown in FIG. 11, as the piston 47 begins tomove downward on its power-exhaust stroke, it also begins to rotate counterclockwise while'the crankpin 50 begins .to rotate clockwise. As the piston 47 moves farther down in its stroke, see FIG. 12, an exhaust port 53 is partially uncovered, letting the exhaust gases begin to escape. By the time the piston 47 completes one stroke, see FIG. 13, the top of the piston 48 is at a right angle to its position at the beginning of the stroke, and exhaust port 53, as well as intake port 54, are completely uncovered.

In the actual embodiment of the invention the exhaust ports 53 and intake ports 54 will be on opposite sides of the piston 47 by virtue of being incorporated in the exhaust manifold 22 (see FIG. 7). However, for convenience of explanation and illustration, they are shown on the same side of the piston in FIGS. 10-21.

Included in the exhaust manifold 22 is an outlet 26 communicating with the exhaust ports 41, 53, 58 and 62.

As the fuel-air mixture is introduced into the combustion chamber through the intake port 54, it will force the remaining exhaust gases out the exhaust port 53 and thereby making ready the end 48 of the piston 47 to start on its intake-compression stroke. Simultaneously with this operation, the other end of the piston 55 has completed its intake-compression stroke and the fuel-air mixture which it has compressed is ignited by .the number two spark plug 51 which starts the other end 55 of the piston 47 moving in a direction opposite that to which it was previously traveling, and at the same time continuing the counterclockwise rotation of the piston and the clockwise rotation of the crankshaft.

As the piston continues its travel through another 90 of rotation, see FIGS. 14-16, the intake and-exhaust ports are closed on the side of the piston designated number 48 as its intakecompression stroke is completed, see FIGS. 14 and 15, and the exhaust port 58 and intake port 59 on the other side of the piston 55 are open, completing the power-exhaust stroke of side 55 of piston 47.

At this time, number three spark plug 56 will fire starting the other side 48 of the piston 47 on its second power-exhaust stroke for the revolution, see FIG. 16. As the piston continues its rotation, see FIGS. 17 and 18, the exhaust port 58 and intake port 59 at the top of the engine are covered, allowing end 55 of piston 47 to complete its intake-compression stroke and having number four spark plug 60 fire, see FIG. 19, starting the end 55 on its second power-exhaust stroke for the revolution. While this is occurring, intake port 61 and exhaust port 62 at the right side of the engine have been uncovered, allowing the end 48 of the piston 47 to begin a new intake-compression stroke and return the end 48 of the piston 47 to the top of the engine, thus completing one complete revolution of the engine.

It can be seen by the foregoing explanation that a full four power strokes or power impulses were obtained for each revolution of the engine by firing on alternate sides of the piston every90 of revolution, instead of every 180 which is the best that could be obtained with all previous rotary engines having the crankshaft and piston rotating in the same direction.

In actual operation of the engine, air is drawn in through the air cleaner 65 (see FIG. 2), and through the carburetor by the blower'67. The blower 67 is driven by the idler gear 39 (see FIG. 4). After the air passes through the blower 67, it is introduced into the intake manifold 68 and from there passes through the various intake ports into the combustion chamber.

In order to meet exactly the fuel-air requirements of the engine the capacity of the blower is made greater than the engine requires, and a by-pass valve 69 is provided to varythe amount of air supplied. By the adjustment of the by-pass valve 69 it is possible to satisfy exactly the engine requirements and not blow unburned fuel directly through the chamber and out of the exhaust in the purging cycle. A baffle 57 is also provided 7 on each end of the piston for this purpose.

As the engine speed increases, the time that the ports are open is reduced proportionately, and pressure to charge the cylinders must be increased. To accomplish this pressure increase, the valve is coupled to the accelerator through the linkage 70, the same as is the carburetor. As the linkage 70 increases the pressure on the valve 69, it increases the air pressure in the intake manifold 68, and thus increases the amount of air entering the combustion chamber.

To provide for ignition of the fuelair mixture in the combustion chamber at the proper time, a distributor 73 is provided and is driven by the distributor gear 74 provided on the crankshaft 36. Such distributor may be of the conventional type such as found in a reciprocating internal combustionengine and is timed in a like manner to ignite the fuel-air mixture at the proper time. The distributor is connected to spark plugs 49, 51, 56 and 60 by suitable ignition wires, such as 75. The other componentsof the illustrated conventional ignition system illustrated, such as' the coil, battery, and other necessary parts, are not shown as they are well known in the art and need not be shown and described herein in detail.

The cooling of the engine may be accomplished by any conventional means using water or air. In the illustrated embodiment of the invention the Applicant has chosen to show the air-cooled version of his rotary internal combustion engine. The air cooling in this instance is accomplished by providing radially extending cooling fins around the circumference of the outside of the chamber 11. A fragment of said cooling fins 76 is shown in FIG. 4.

Referring specifically to FIGS. 22-24, there is illustrated therein an embodiment of Applicants invention having two pistons adapted to reciprocate in a revolving combustion chamber in such a manner as to produce eight power strokes per revolution.

Each of the two pistons generally designated by the numeral 79 has an upper end 80 and a lower end 81, and is similar to the piston used in the single piston embodiment of the invention previously described. Each piston also has a narrowed middle section 82 with a slot 83 provided in the middle thereof to fit over the crankr pin 84 of the crankshaft 85. By virtue of the narrowed middle section, the two pistons 79 are able to reciprocate at right angles to each other in combustion chambers defined by a plurality of pie-shaped or sectorial spacers 88 which cooperate with the walls of the circular chamber 89 and pistons 79 to define four separate combustion chambers.

Each of the pistons also has a recess 90 of the rectangular cross section provided in each end of said piston to receive L-shaped spacers 91, also of rectangular cross section, which press against the walls of the combustion chamber to seal it in a fashion similar to that used in the previously described embodiment of the invention.

However, since it is inconvenient to individually drive the pie-shaped or sectorial spacers 88 to insure that the pistons 79 rotate in a direction opposite the crankshaft 85, the piston 79 which has its narrow middle section 82 toward the rear of the engine is provided with two slots 92 therein to receive the driving pins 93 formed on the countershaft 94 and thereby driving the piston directly to insure that it rotates in the direction opposite the crankshaft 85.

It will be noted that in this embodiment of the invention the piston 79 has a straight sloped portion 95 provided on both ends 80 and 81 of the piston. This slope is to aid the engine in continuing rotation in the proper direction, asit will provide that a force from the ignition of the fuel-air mixture will be directed in the proper manner to aid in said rotation. v

In addition, to further aid the rotational effort,'the spark plugs 96 may be offset from a position in the exact center of the combustion chamber to a position off to one side thereof, in this instance 15. It should be understood that these expedients can be used in Applicants invention in any version thereof, whether one piston (see FIG. or two or more are used. This expedient has only very minor effect on the superior powerto-weight ratio of Applicants rotary internal combustion engine due to the fact that Applicant produces at least twice as many power impulses per revolution as any other rotary internal combustion engine of conventional design.

The matter of introducing the fuel-air mixture into the two piston version of Applicants engine is similar to that just described for the one piston version, as are the ignition system and cooling means.

By virtue of the above-disclosed constructions, the objects of the present invention listed above and numerous additional advantages are attained.

I claim:

1. A rotary internal combustion engine including a housing, a cylindrical chamber having wall formed in said housing and being open at one end, an exhaust manifold sealing said chamber .at said open end and forming the other wall thereof, a plurality of sectorial spacers cooperating with the side walls of said cylindrical chamber to define two perpendicular combustion chambers in the same plane, a piston slidably mounted in each of said combustion chambers, thereby dividing each chamber into two parts, both of said pistons having an offset center portion to clear the other of said pistons and being provided with a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to each of said pistons-with the rotational axis of said crankshaft being perpendicular to that of the pistons and the combustion chamber,,means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel-air mixture after burning, and means to cause said pistons and said combustion chambers to rotate in the direction opposite said crankshaft.

2. The device defined in claim 1, wherein said fuel-air introducing means include intake ports communicating with said cylindrical chamber .and adapted to be opened and closed by said pistons, an intake manifold formed in said housing and communicating with said ports at one end thereof, and a by-pass valve at the other end, a blower connected to said by-pass valve, and a carburetor connected to said blower.

3. The device defined in claim 1, wherein said ignition means include distributor operatively connected to said crankshaft, and spark plugs communicating with said combustion chamber and operatively connected to said distributor to fire each time one of said pistons passes thereby substantially at the top of its intakecompression stroke.

4. The devicedefmed in claim 1, wherein said means to cause the pistons and combustion chambers to rotate in a direction opposite the crankshaft include a gear connected to said crankshaft/a pair of idler gears in contact with and driven by said crankshaft gear, a countershaft surrounding said crankshaft and having a gear formed at one end thereof in driving engagement with .said idler gears, and having extensions on the other end to fit in a pair of slots provided in one of said pistons, thereby driving the piston in a direction opposite the crankshaft. r

5. The device defined in claim 1, wherein said exhaust means are in the form of exhaust ports formed in said exhaust manifold communicating with said cylindrical chamber, said exhaust ports being opened and closed by said pistons.

6. The device defined in claim 1, wherein each of said pistons has an enlarged piston head section at both ends thereof, a continuous recess of rectangular cross section provided around the perimeter of each enlarged section, wave springs carried in said recesses, two interlocking L' shaped spacers of rectangular cross section which fit into each of said recesses and which, when the piston is in place in said chamber, press evenly outward against said chamber walls to seal said enlarged sectionsto form two combustion chamber parts so that fuel may be alternately ignited at both ends of said pistons, said pistons also having a narrow middle section in which said crankshaft receiving slots I are provided.

7. The construction defined .in claim 1, wherein said ignition means include a distributor operatively connected to said crankshaft, and spark plugs communicating with said cylindrical chamber and connected to said distributor to fire each time one of said pistons passes thereby substantially at the top of its intakecompression stroke.

8. The construction defined in claim 6, wherein said spark plugs are spaced at 45 intervals around the circumference of said chamber, the first spark plug being offset to the right fromthe top of said engine to aid the engine in rotating in the proper direction.

9. A two-stroke-cycle rotary internal combustion engine including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a

piston slideably mounted in said combustion chamber dividing it into two parts, and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust'the products of combustion of said fuel-air mixture after burning, and means to cause said piston and said combustion chamber to rotate in the direction opposite said crankshaft, wherein said fuel-air mixture introducing means include intake ports communicating directly with said cylindrical chamber in such a manner that they are opened and closed by said piston as it passes thereby, an intake manifold integrally fomied in said housing and communicating directly with said ports at one end thereof, and a by-pass valve at the other end, a blower connected to said by-pass valve, and a carburetor connected to saidblower.

10. The construction defined in claim 9, wherein said ignition means include a distributor operatively connected to said crankshaft, spark plugs communicating with said cylindrical chamber and operatively connected to said distributor to fire each time a piston passes thereby substantially at the top of its intakecompression stroke.

11. The construction defined in claim 9, wherein said means to cause the piston and the combustion chamber to rotate in a direction opposite the crankshaft include a gear connected to said crankshaft, a pair of idler gears driven by said crankshaft gear, a countershaft surrounding said crankshaft and having a gear formed at one end thereof and driven by said idler gears, and

having extensions on the other end to contact and drive said spacers, thereby driving the piston in a direction opposite the crankshaft, all of said gears carried by said housing.

12. The construction defined in claim 9, wherein said exhaust means are in the form of an exhaust manifold formed on said cover plate with exhaust ports communicating'with said combustion chamber, said exhaust ports being adapted to be opened and closed by said pistons.

13. The construction defined in claim 9, wherein said piston has an enlarged piston head section at both ends thereof, a continuous recess of rectangular cross section provided around the perimeter of each enlarged section, wave springs carried in said recesses, two interlocking L-shaped spacers of rectangular cross section which fit into said recesses, and which, when the piston is in place in said chamber, press evenly outward against said chamber wallsto seal said enlargedsections to form two rotatable combustion chamber parts so that fuel may be alternatively ignited at both ends thereof, said piston also having a narrow middle section .in which said crankshaft receiving slot is provided.

14. The construction defined in claim 12, with said ports spaced apart.

15. The construction defined in claim 14, with said intake ports being substantially opposite said exhaust ports.

16. The construction defined in claim 15, with baffles being provided on both ends of said piston and adapted to prevent the fuel-air mixture being blown into the cylinder from travelling directly there-through and out said exhaust ports.

l7. The'construction defined in claim 11, wherein said spacers have outer surfaces in the form of an arc with sealing edges along the extremities thereof,and flat inner surfaces to contact said rotating means.

18. The construction defined in claim 17, wherein said spacers have a recess on said flat surfaces to aid them in engagement of said extensions on said countershaft.

19. A two-stroke cycle rotary internal combustion engine, including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber, dividing it into two parts, and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chambers, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel air mixture after, burning, and means interposed between said crankshaft and said segmental spacers to cause said piston and said combustion chamber to rotate in a direction opposite to that of said crankshaft. v

20. A two-stroke cycle rotary internal combustion engine, including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chambers walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber, dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chambers, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel air mixture after buming, and means. to cause said piston to make one complete stroke every of revolution of said engine.

21. A two-stroke cycle rotary internal combustion engine, including a housing, a cylindrical chamber having walls formed in said housing and being open atone end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable, within said cylindrical chamber, a piston slideably mounted in said combustion chamber, dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chambers, means to ignite said fuel-air mixture at the proper time, means to exhaust the'products of combustion of said fuel air mixture after burning, and means to cause said piston to make one complete stroke every 180 of revolution, thereby causing said engine to have four power strokes per revolution of the engine.

22. A rotary internal combustion engine including a housing, a Cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber at said end and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to definea combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber and dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel-air mixture after burning, and means to cause said piston and said combustion chamber to rotate in the direction opposite said crankshaft, thereby causing said piston to make one complete stroke every 180 of revolution.

23. A rotary internal combustion engine of the type having at least one piston adapted to reciprocate in a rotatable combustion chamber, said piston and combustion chamber rotatable only in a direction opposite to the rotation of the crankshaft of said engine, thereby causing said piston to make one complete stroke at least every 180 of revolution, and said engine to have four power strokes per revolution per piston.

24. A four-cycle rotary internal combustion engine. of the type having at least one piston adapted to reciprocate in a rotatable combustion chamber, said rotary. in ternal combustion engine having a piston and combustion chamber rotatable only in a direction opposite to the rotation of the crankshaft of said engine, said engine having an even number of power strokes per revolution per piston.

25. A two-cycle rotary intem'alcombustion engine of the type having a crankshaft and at least one piston operatively connected to said crankshaft and being adapted to reciprocate in a rotatable combustion chamber, said rotary engine having said piston and combustion chamber adapted to rotate in a direction opposite said crankshaft and, thereby having at least four power strokes per revolution per piston, wherein said crankshaft is not fixed to said rotor or combustion chamber.

26. A rotary internal combustion engine including a housing, a cylindrical chamber having walls formed in said housing, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber dividing it into two parts, and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel-air mixture afterburning, and means to cause said crankshaft to cause said piston and combustion chamber to rotate in the direction opposite said crankshaft.

27. A rotary internal combustion engine including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber at said end and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber and dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston with the rotational'axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion .of said fuel-air mixture after burning, and means to cause said crankshaft to cause said piston and said combustion chamber to rotate in the direction opposite said crankshaft.

28. A two-stroke-cycle rotary internal combustion engine including a housing, a cylindrical chamber having walls formed in saidhousing and being open at one end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuelair mixture after' burning, and means to cause said crankshaft to cause said piston and said combustion chamber to rotate in the direction opposite said crankshaft.

2% A rotary internal combustion engine of the type having at least one piston adapted to reciprocate in a rotatable combustion chamber, said pistonv and combustion chamber'rotatable only in'a direction opposite to the rotation of the crankshaft of said engine, thereby causing said engine to have an even number of power strokes per piston per revolution of said crankshaft. 

1. A rotary internal combustion engine including a housing, a cylindrical chamber having wall formed in said housing and being open at one end, an exhaust manifold sealing said chamber at said open end and forming the other wall thereof, a plurality of sectorial spacers cooperating with the side walls of said cylindrical chamber to define two perpendicular combustion chambers in the same plane, a piston slidably mounted in each of said combustion chambers, thereby dividing each chamber into two parts, both of said pistons having an offset center portion to clear the other of said pistons and being provided with a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to each of said pistons with the rotational axis of said crankshaft being perpendicular to that of the pistons and the combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel-air mixture after burning, and means to cause said pistons and said combustion chambers to rotate in the direction opposite said crankshaft.
 2. The device defined in claim 1, wherein said fuel-air introducing means include intake ports communicating with said cylindrical chamber and adapted to be opened and closed by said pistons, an intake manifold formed in said housing and communicating with said ports at one end thereof, and a by-pass valve at the other end, a blower connected to said by-pass valve, and a carburetor connected to said blower.
 3. The device defined in claim 1, wherein said ignition means include distributor operatively connected to said crankshaft, and spark plugs communicating with said combustion chamber and operatively connected to said distributor to fire each time one of said pistons passes thereby substantially at the top of its intake-compression stroke.
 4. The device defined in claim 1, wherein said means to cause the pistons and combustion chambers to rotate in a direction opposite the crankshaft include a gear connected to said crankshaft, a pair of idler gears in contact with and driven by said crankshaft gear, a countershaft surrounding said crankshaft and having a gear formed at one end thereof in driving engagement with said idler gears, and having extensions on the other end to fit in a pair of slots provided in one of said pistons, thereby driving the piston in a direction opposite the crankshaft.
 5. The device defined in claim 1, wherein said exhaust means are in the form of exhaust ports formed in said exhaust manifold communicating with said cylindrical chamber, said exhaust ports being opened and closed by said pistons.
 6. The device defined in claim 1, wherein each of said pistons has an enlarged piston head section at both ends thereof, a continuous recess of rectangular cross section provided around the perimeter of each enlarged section, wave springs carried in said recesses, two interlocking L-shaped spacers of rectangular cross section which fit into each of said recesses and which, when the piston is in place in said chamber, press evenly outward against said chamber walls to seal said enlarged sections to form two combustion chamber parts so that fuel may be alternately ignited at both ends of said pistons, said pistons also having a narrow middle section in which said crankshaft receiving slots are provided.
 7. The construction defined in claim 1, wherein said ignition means include a distributor operatively connected to said crankshaft, and spark plugs communicating with said cylindrical chamber and connected to said distributor to fire each time one of said pistons passes thereby substantially at the top of its intake-compression stroke.
 8. The construction defined in claim 6, wherein said spark plugs are spaced at 45* intervals around the circumference of said chamber, the first spark plug being offset 15* to the right from the top of said engine to aid the engine in rotating in the proper direction.
 9. A two-stroke-cycle rotary internal combustion engine including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber dividing it into two parts, and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel-air mixture after burning, and means to cause said piston and said combustion chamber to rotate in the direction opposite said crankshaft, wherein said fuel-air mixture introducing means include intake ports communicating directly with said cylindrical chamber in such a manner that they are opened and closed by said piston as it passes thereby, an intake manifold integrally formed in said housing and communicating directly with said ports at one end thereof, and a by-pass valve at the other end, a blower connected to said by-pass valve, and a carburetor connected to said blower.
 10. The construction defined in claim 9, wherein said ignition means include a distributor operatively connected to said crankshaft, spark plugs communicating with said cylindrical chamber and operatively connected to said distributor to fire each time a piston passes thereby substantially at the top of its intake-compression stroke.
 11. The construction defined in claim 9, wherein said means to cause the piston and the combustion chamber to rotate in a direction opposite the crankshaft include a gear connected to said crankshaft, a pair of idler gears driven by said crankshaft gear, a countershaft surrounding said crankshaft and having a gear formed at one end thereof and driven by said idler gears, and having extensions on the other end to contact and drive said spacers, thereby driving the piston in a direction opposite the crankshaft, all of said gears carried by said housing.
 12. The construction defined in claim 9, wherein said exhaust means are in the form of an exhaust manifold formed on said cover plate with exhaust ports communicating with said combustion chamber, said exhaust ports being adapted to be opened and closed by said pistons.
 13. The construction defined in claim 9, wherein said piston has an enlarged piston head section at both ends thereof, a continuous recess of rectangular cross section provided around the perimeter of each enlarged section, wave springs carried in said recesses, two interlocking L-shaped spacers of rectangular cross section which fit into said recesses, and which, when the piston is in place in said chamber, press evenly outward against said chamber walls to seal said enlarged sections to form two rotatable combustion chamber parts so that fuel may be alternatively ignited at both ends thereof, said piston also having a narrow middle section in which said crankshaft receiving slot is provided.
 14. The construction defined in claim 12, with said ports spaced 90* apart.
 15. The construction defined in claim 14, with said intake ports being substantially opposite said exhaust ports.
 16. The construction defined in claim 15, with baffles being provided on both ends of said piston and adapted to prevent the fuel-air mixture being blown into the cylinder from travelling directly there-through and out said exhaust ports.
 17. The construction defined in claim 11, wherein said spacers have outer surfaces in the form of an arc with sealing edges along the extremities thereof, and flat inner surfaces to contact said rotating means.
 18. The construction defined in claim 17, wherein said spacers have a recess on said flat surfaces to aid them in engagement of said extensions on said countershaft.
 19. A two-stroke cycle rotary internal combustion engine, including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber, dividing it into two parts, and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chambers, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel air mixture after burning, and means interposed between said crankshaft and said segmental spacers to cause said piston and said combustion chamber to rotate in a direction opposite to that of said crankshaft.
 20. A two-stroke cycle rotary internal combustion engine, including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chambers walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber, dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chambers, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel air mixture after burning, and means to cause said piston to make one complete stroke every 180* of revolution of said engine.
 21. A two-stroke cycle rotary internal combustion engine, including a housing, a cylindrical chamber having walls formed in said housing and being Open at one end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable, within said cylindrical chamber, a piston slideably mounted in said combustion chamber, dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chambers, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel air mixture after burning, and means to cause said piston to make one complete stroke every 180* of revolution, thereby causing said engine to have four power strokes per revolution of the engine.
 22. A rotary internal combustion engine including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber at said end and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber and dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel-air mixture after burning, and means to cause said piston and said combustion chamber to rotate in the direction opposite said crankshaft, thereby causing said piston to make one complete stroke every 180* of revolution.
 23. A rotary internal combustion engine of the type having at least one piston adapted to reciprocate in a rotatable combustion chamber, said piston and combustion chamber rotatable only in a direction opposite to the rotation of the crankshaft of said engine, thereby causing said piston to make one complete stroke at least every 180* of revolution, and said engine to have four power strokes per revolution per piston.
 24. A four-cycle rotary internal combustion engine of the type having at least one piston adapted to reciprocate in a rotatable combustion chamber, said rotary internal combustion engine having a piston and combustion chamber rotatable only in a direction opposite to the rotation of the crankshaft of said engine, said engine having an even number of power strokes per revolution per piston.
 25. A two-cycle rotary internal combustion engine of the type having a crankshaft and at least one piston operatively connected to said crankshaft and being adapted to reciprocate in a rotatable combustion chamber, said rotary engine having said piston and combustion chamber adapted to rotate in a direction opposite said crankshaft and, thereby having at least four power strokes per revolution per piston, wherein said crankshaft is not fixed to said rotor or combustion chamber.
 26. A rotary internal combustion engine including a housing, a cylindrical chamber having walls formed in said housing, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber dividing it into two parts, and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel-air mixture after burning, and means to cause said crankshaft to cause said piston and combustion chamber to rotate in the direction opposite said crankshaft.
 27. A rotary internal combustion engine including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber at said end and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber and dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel-air mixture after burning, and means to cause said crankshaft to cause said piston and said combustion chamber to rotate in the direction opposite said crankshaft.
 28. A two-stroke-cycle rotary internal combustion engine including a housing, a cylindrical chamber having walls formed in said housing and being open at one end, a cover plate sealing said chamber and forming the other wall thereof, a pair of segmental spacers cooperating with said chamber walls to define a combustion chamber rotatable within said cylindrical chamber, a piston slideably mounted in said combustion chamber dividing it into two parts and having a slot therein to receive a crankshaft and to rotate it, a crankshaft carried by said housing and operatively connected to said piston, with the rotational axis of said crankshaft being perpendicular to that of the piston and combustion chamber, means to introduce a fuel-air mixture into said chamber, means to ignite said fuel-air mixture at the proper time, means to exhaust the products of combustion of said fuel-air mixture after burning, and means to cause said crankshaft to cause said piston and said combustion chamber to rotate in the direction opposite said crankshaft.
 29. A rotary internal combustion engine of the type having at least one piston adapted to reciprocate in a rotatable combustion chamber, said piston and combustion chamber rotatable only in a direction opposite to the rotation of the crankshaft of said engine, thereby causing said engine to have an even number of power strokes per piston per revolution of said crankshaft. 